System of control for elevators



July 14, 1931.

C. W. BASSETT ET AL SYSTEM OF CONTROL FOR ELEVATORS Filed April 15, 1927 4 Sheets-Sheet l INVENTORS July 14, 1931. c. w. BASSETT ET AL 1,814,650

SYSTEM OF CONTROL FOR ELEVATORS Filed April 15, 1927 4 Sheets-Sheet 2 INVENTORS July 14, 1931.

C. W. BASSETT ET AL SYSTEM OF CONTROL FOR ELEVATORS Filed April 15, 1927 4 Sheets-Sheet 3 (41 6M d m.

INVENTORS July 14, 1931. c. w. BASSETT ET AL 1,814,660

SYSTEM OF CONTROL FOR ELEVATORS Filed April 15, 1927 4 Sheets-Sheet 4 Patented July 14, 1931 UNITED STATES PATENT OFFECE CYRUS W. BASSETT AND HAROLD J. FEAR,

OF MONTCLAEB, NEW JERSEY, ASSIGNORS TO ELEVATOR SUPPLIES COMPANY, INC., OF HOBOKEN, NEW JERSEY, A CORPORA= TION OF NEW J ERSEY SYSTEM OF CONTROL FOR ELEVATORS Application filed April 15,

This invention relates to elevators and while described herein with reference to elevators equipped for automatically receiving, conveying and disposing of materials such as parcels, mail, or other articles of a similar nature, it embraces novel motor control means capable of use with other types of elevators such as passenger elevators.

One of the objects of the invention is to provide a control system for elevators which will be entirely automatic in its operation and whichwill embody many novel features over the prior art in the matter of the means for controlling the elevators to automatically start from a terminal station and stop at predetermined points, and to automatically start from each of said points. Another object is to provide parcel-carrying elevators which will automatically load or unload parcels or other material at such points.

Specifically one of the objects of the invention is to provide in connection with a parcel elevator (or dumbwaiter as it is sometimes called) a plurality of compartments so constructed and so 0 ntrolled as to permit the loading and unloading of the compartments to occur automatically and in harmony and coordination with the control of the elevator itself. In pursuance of this object the inven tion described herein discloses means whereby it is possible to cause an elevator having a plurality of parcel containing compartments to start automatically from a terminal station and stop automatically and successively at a plurality of intermediate stations, deposit the proper parcel or parcels at certain of said stations and also receive whatever parcels there may be for deposit at certain stations, and then return automatically to the terminal station with all of the parcels picked up at the intermediate stations.

Other ob 'ects and features of the invention reside in the specific construction, arrangement and combination of the parts and will become more apparent from an inspection of the following specification when read with reference to the accompanying drawings wherein like reference characters refer to like parts throughout the several views.

In the drawings Figure 1 shows a vertical 1927. Serial No. 184,082.

section through an elevator shaft in which an elevator of the preferred construction embodying this invention is suspended.

Figure 2 is an enlarged elevation View of a portion of the elevator car shown in Figure 1 and showing some of the operating mechanism mounted thereon.

Figure 3 is a vertical section showing a typical unloading chute and part of the operating mechanism therefor.

Figure 4 is a schematic diagram of the electrical signal and control circuits and parts entering into the preferred embodiment of the invention.

Figure 5 is a view of the operating linkage of atypical loading chute.

Figure 6 is a detail view of some of the parts of Figure 2, taken at right angles thereto.

Referring to Figure 1 reference character 101 is used as a general designation for an elevator (dumbwaiter) car representative of the preferred type. The construction of this particular type of elevator car is not claimed in this application but forms the subject of the claims in our co-pending application, Serial No. 295,187, filed in the United States Patent Oflice July 25, 1928, as a division of the present application. As shown in this figure the car is suspended by means of a cable 102 passing around the sheave 103 and thence downwardly to a suitable drum (not shown) adapted to be driven by the hoisting motor shown schematically at 1 in Figure 4. In the preferred construction as shown the car 101 is provided with a plurality of tilting walls or shelves indicated by dash lines 104, 105, 106, 107 and 108 are shown in Figure 1 as occupying their normal positions, in which position the shelves have a backward tilt away from the side 114 of the elevator shaft, it being understood that side 114 is the front (that is, the free) side of the shaft. The upper shelf 104 is shown in Figure 1 as tilted forwardly, and with the car in the position shown in this figure the shelf is substantially on a line with the floor 115 of the chute 116 mounted in the front face 114 of the elevator shaft.

This chute 116, which may be considered as typical of the preferred type of unloading chutes placed at each unloading station along the elevator shaft, comprises essentially a suitable housing (preferably but not necessarily of sheet metal) having a slop ing floor of a smooth polished finish and, if desired, provided with rollers or other suit able means for facilitating the sliding or roll ing of parcels or containers thereupon. The chute 116 is also provided with a shutter 117 normally closing the free passageway of the chute but capable of being raised to the position illustrated in this figure so as to permit passage of articles. In the preferred construction as shown the shutter 117 is mounted to swing about a pivot pin 118 ournalled in a suitable bearing adjacent the chute 116. Suitable means for rocking the shutter 117 about its pivot 118 are provided and in the preferred form as illustrated cone prise a link mechanism consisting of a pair of links 119, 120, a pair of free pivot pins 121 and 122, a lever arm 123, a fixed pivot pin 124 and a plunger 125 pivoted to the lever arm 123 and adapted to be raised by suitable means, such as an electro-magnetic solenoid 16. With a construction of this kind it is apparent that energization of the solenoid 16 (which may be effected by control means hereinafter to be described) will produce a raising of shutter 117 from the position shown in dash lines in Figure 3 to the position shown in full lines therein, and that upon de-energization of the solenoid the consequent dropping of the plunger 125 will permit the shutter 117 to again assume its normal position, in which position, as sug gested by the dash line, free egress of arti cles along the floor 115 of the chute is prevented. Similarly each of the unloading stations along the elevator'shaft is equipped with an unloading chute preferably of similar construction.

In addition to the series of unloading chutes typified by chute 116 just described in detail, there is also a series of loading chutes similar to the one illustrated in Figures 1 and 5 and designated generally by reference character 130. As shown in Fig ure 5 the loading chutes are somewhat similar in construction to the unloading chutes, the principal difference being that the floor 131 of the loadin chute tilts toward the ele vator shaft rather than away from it for the obvious purpose of facilitating the ready sliding or rolling of an article or container, as 132a, into the car 101 when the latter is standing in proper position for reception of such an article. In the position shown in Figure 1 the car is not in such position as to receive articles from this loading chute and the transmission of articles down this chute is prevented by the position of the shutter 132 as shown. When. however. the car 101 is in a position to receive articles from this loading chute 130, the shutter 132 may be raised about its pivot pin 133 to the position shown in Figure 5 by suitable mechanism, preferably of a similar construction to that illustrated in Figure 3 and just described in detail in connection with the op eration of the unloading chute 116. As shown in Figure 5, this mechanism comprises links 134, 135 and 136, and plunger 137 associated with a solenoid (not shown) similar to solenoid 16.

In this connection it should be observed that due to the relative disposition of the links 120 and 123, and 135 and 136, the shutters cannot be raised by exterior manipulation, but only by the movement of the plungers, as 125 and 137. Such movement occurs only upon energization of the proper solenoid, as 16, in the regular operation of the system, as will be explained.

In the preferred arrangement the control of the car is so arranged that the car when stopping opposite a particular loading or unloading chute will always stop in such a position that a certain pre-selected compartment will have its shelf on a line with the floor of that particular chute. That is to say, the control is so arranged that when car 101 stops for the deposit of articles down the unloading chute 116, the car will be stopped in the position shown in Figure 1, in which position the shelf 104 is exactly on a line with the floor 115 of the unloading chute. Similarly, carrying out the same scheme of operation, when the car 101 is stopped adjacent the loading chute 130 for the reception of articles from the latter chute, means are provided, and the control is so effected, that the car will stop with the shelf 104 exactly on a line with the floor 131 of the loading chute 130. Similarly each of the other unloading chutes along the face 114 of the elevator shaft will have a. corresponding compartment in the car 101 and the shelves of these corresponding compartments will always select their associated chutes. This selection takes place automatically thru the instrumentality of the car control means which effect the stopping of the car at exactly the proper point to bring about this per foot alignment of each shelf with its corresponding chute. The control means for effectuating this result will be described hereinafter.

A detent lever 141 mounted on the side of the car serves to hold the rocker arm 140 in its normal backwardly tilted position, as shown best in Figure 2. Vhen it is desired to permit the rocker arm 140 of the shelf 104 to tilt forwardly, this detent lever 141 is knocked away from the outer end of the rocker arm 140 by suitable means such as a dcpendin arm 143 mounted in proper position for this purpose in the elevator shaft on a suitable supporting plate 144 and adapted when pushedin a clockwise direction to strikethe lug 1 15 offset from the detent lever 1-11, shown clearly in Figure 6. The means for pushing the arm 1413 in a clockwise direction to knock the detent lever 141 out from under the rocker arm 140 comprise the transversely movable shoe or cam 1&6 pivotally supported at the top and bottom of the elevator car 101 by means of bearing 1 17 and pin 1% respective y, as shown in Figure 1. This transversely moving cam 1 16 normally hangs in the position shown in phantom lines in Figure 2 but is capable of transverse movement to the left to the position shown in full lines in Figures 1 and 2, in which position it is in striking engagement with a roller 150 mounted on the depending arm 1 13. This transverse movement of the cam 146 is effected by suitable means operated in synchronism with the operation of the car 101 and comprising in the preferred construction a pair of links 151 and 152 and a plunger 153 adapted to be nrawn into the solenoid 15% upon energization of the latter. Nith the construction just described it is apparent that the energization of the solenoid 154 will produce a. transverse movement of the cam 1416 into striking engagement with the roller 150, thereby pushing the depending arm 1 13 in a clockwise direc ion and against the offset lug 1-15, thereby resizing the detent lever 1 11 out from under the rocker arm 1 10 and permitting he latter to descend in a counter-clockwise direction to the forwardly tilting position to which position gravity or other suitable means tends to move it (when loaded) as soon as it is released from the restraint normally exercised upon it by the de tent lever 1 11.

A so -called interlocking switch is shown at 160 as adapted by means of suitable link motion (such as that shown) and to be thrown to circuit-open position upon the ener gization of solenoid 15 1, for purpose hereinafter to be explained more fully. Similarly each of the chutes are equipped with switches (see switch 60, Figure 3) similar to switch 160 which are adapted to move to circuitopen position upon energization of the associated solenoid, such as 10, for a purpose to be described more fully hereinafter.

Having now described the principal mechanical parts of the system, the electrical control means for effecting the automatic starting, running, stopping, loe ding and unloading will now be described. with particular reference to the detailed schematic diagram shown in Figure l. V

The hoisting motor for the car 101 is shown schematically at 1 in this figure. As shown by way of illustration of the preferred embodiment the motor is of a two iced al-- ternating current type having the hree phases shown for each of two speeds designated as low speed and high speed. The

direction of the motor rotation is controlled by means of the directional switches 2 and 3, all of which are normally opened and which are adapted to be selectively closed by means of the relays 2a and 3a. The switch a is shown controlling the feed to the motor 1, the feeds being provided with suitable time limit fuses as shown at 5. If desired for purposes of protection, a reverse phase relay 6 controlling the closing of the normally open contacts 665. The relay 7 controls the three normally opened switches 7a, 7b and which close upon operation of the reverse phase relay 6. The current is introduced to the sys tem by means of the line switch 8 and this current also serves to feed either one of the motor generator sets 9 and 10 which are provided for the purpose of converting the alternating current to direct current, it being advisable to use direct current for the control of the various relays and switches and other arts entering into the automatic operation of the system. if desired, a pilot lamp 11 may be inserted across the direct current line to indicate whether or not the direct current feed is alive. It is also desirable to have an additional feed line switch as 12 which may be mounted in a convenient location, as, for instance, on a panel serving as a mounting plate for the control parts of the system about to be described. The circuit selecting commutators are shown at 13 and 1 1 and are provided for the purpose of governing the sequence of operation of the various electrical and electro-mechanical units which come into operation in proper succession as the elevator 101 proceeds along its course. These com mutators 13 and 1 1 are provided with suitable brushes which are adapted to move along the commutator segments in synchronism (but at a much reduced speed) with the car 101, suitable mechanical transmission means being provided for effecting this travel of the commutator brushes. The preferred mechanical construction of the commutators is to have the brushes mounted on a carriage having an internal screw thread adapted to travel along a screw which is rotated by movement of the car 101. This mechanical construction of the commutator and driving means therefor is well known in the art of elevator signaling and further explanation is believed unnecessary here because of this, a very clear description of the details of this particular feature being shown in patent to Smalley & Reiners No. 826,752.

Connected in circuits passing thru the segments of the commutators 13 and 11 are a series of solenoids 15 to 2-1 which are the chute operating solenoids similar to the solenoid 16 described in connection with Figure 3. Also connected with segments on se lector 141 are the relays 25 to 3 1 inclusive which control the starting of the car at the proper points with respect to the location of the successive loading and unloading chutes.

85 represents the armature of a timing motor which drives a set of successively operating switches 36 designated respectively by the characters 3 a, 365, 36c and See, these A switches controlling the operation of the shutters in the chutes, the shelves in the car 101 and the resumption of the travel of the car.

Relays 37 controls the cutting ell of the timing motor after it has accomplished its functions. 38d represents a buzzer or suitable audible signal which is preferably provided. to warn the attendant at the sending station of the approach of the car to that point, and is adapted to be operated upon closing of con tacts 38a by relay 38. Contacts 39 and 40 are contacts adapted to be bridged by the starting button 41 located in a convenient position at the sending station.

Reference character 42 designates a relay controlling three sets of contacts, as follows: The normally open contacts 42a in the circuit to the brake solenoid 4-25, the normally closed contacts l2o in the circuit to the starters button 41, and the normally open contacts aw in the circuit thru conductor 43 governing on different occasions the slow down relay 44, the speed change relay -15 and the relay 3?. The relay 4% in turn controls the normally open contacts lla and the normally closed contacts l lb, the latter being in series with the relay 4:5. The relay in turn controls the speed change s vitches 45a which govern the path of current thru the motor 1, thereby regulating the speed thereof, that is to say, the motor 1 has two sets of windings, one having high speed characteristics and the other low speed characteristics, the former being controlled by the three upper switches 45a while the latter are controlled by the three lower switches l5a. Relay 3? controls the cutting off of the timing motor 35, as above explained. Relay alt is a relay interposed in a circuit which is completed at the point 47 when the car moves away from its terminal station and which remains in this closed condition until the return of the car to the terminal station, it being understood that the construction of the switch l? is such that it is physically moved to circuit closing position by the departure of the car. The result of this arrangement is that relay 46 remains energized and consequently con tacts 46a and lfie remain closed at all times while the car is away trom the terminal station.

The switches 48 to 57 inclusive are provided for the purpose of breaking the hoi.s*" ing motor control circuits when it is desired to bring the car to a complete stop. These switches therefore are mounted in the proper positions in the elevator shaft so as to be operated successively by the car upon reachiug these successive landings. 'lhc swi ches 59, 59 are ovcrtravel limit switches placed at either end of the elevator shaft as a safety precaution. The switch (30 represented on the diagram represents the safety switches provided in connection with each of the loading and unloading chutes and also provided in connection *ith the shaitt door at the terminal. station, these switches being so disposed as to assume closed position when the associated chutes or door, as the case may be, are in closed position, and move to circuitopen position upon movement of the associated chute or door to open position. 61 designates a so-called slack cable switch de signed to move to open position when the cable becomes slack for any reason, such as a slipping of the car or of the hoisting mechamsm.

Carrying thru' a typical operation of the system let it be assumed that the line switches 8, 8a, et and 12 are all closed so that the power is available both forthehoistingot the car and for controlling of the automatically acting apparatus. Tfith this assumption let it be supposed that the sender closes the circuit passing thru contacts 39 and 40 by operation of the starting button 41. This operation closes a circuit passing from line 62 thru conductor 63, contacts a0 and 39, normally closed sending station relay contacts 466, strip 64 on comn'iutator ll, segment 65, (it being assumed that the commutator brushes bridge this segment when the car is at the sending station), conductor 66, relay 26, conductor 67, normally closed slack cable switch 61, the overtravel limit switches 59, normally closed door contacts operated by closure of the elevator shaft door at the sending station, thru conductor 68 back to the other side of the line 69. Energization of the relay 26 thus produced causes closing of the contacts 26a, thereby completing a branch circuit traceable from line (32 through conductor 621, relay 42, conductor 71, up directional relay 3a, conductor 711, contacts as, contacts 26a conductor 70, rela 26, conductor 67, switches 61, 59 and 60 and conductor 68 back to the line 69. Energization of relay thus produced closes its contacts lQKZ, thereby completing a circuit thru the relay l5 governing the speed change switch 15a, traceable from line 62 through conductor 522, relay 45, conductor (328, contacts t conductor 43, contacts 4-262 and thence back to the line 6:) by way of conductor 62%. The resulting o p oration of the speed change switch 1' pens the low speed connections and closes the high speed connections, thereby placing the motor 1 in readiness for high speed operation. At the same time cncrgizz'ition of the up directional relay 3a causes closure of the up di rectional contacts 3 and the consequent operation of the motor 1 hru the high speed windings.

At the same time the energization of the relay 42 causes av closin of the normally open contacts 4264, thereby energizing the brake coil 42b, releasing the brake on tllBlllOtOl 1 and opening the contacts 420, thereby breaking the circuit passing thru conductor 63 if it has not already been broken at the starters button 41. The energization of the relay 42 also causes energization of the relay 3'? in the circuit passing thru contacts 42d, contacts 850; and relay 37. Energization of relay 37 thus produced causes an opening of the normally closed contacts Bia, thereby preventing energization of the timing motor so long as the relay 37 remains energized, for the reason that the timing mstor 35 is included in a series with the con tacts 37a in the following circuit: From line 62 through conductors 625 and 626, motor 35,,conductors 627 and 628, contacts 46a, conductor 629, contacts 37a and by way of conductor 630 back to the line 69.

The energization of the hoisting motor 1 thus produced by the closure of circuit thru relay 3a causes the hoisting of the car at its high speed along the shaft and consequent movement of the commutator brushes along the commutators 13 and 14. As the movement of the car brings the brushes to a point on the commutator strip 74 designated by the character 75, a circuit is completed passing from the side 62 of the line thru conductor 76, strip 77, brush spannin g segment 75, conductor 78, relay 44 and previously closed contacts 42d to the other side 69. Energization of the relay 44 thus produced causes the closure of contacts 44a, thereby forming a. holding circuit for the relay 44 in shunt with the circuit just traced, the circuit passing from line 62 through conductor 76, to contacts 44a, then through the relay 44 and back to the line 69 by way of conductors 431 and 43, contacts 42d and conductor 624; and at the same time the energization of relay 44 causes the opening of contacts 446, thereby de-energizing the speed change relay 45. De-energization of the speed change relay thus efiected causes operation of the speed change switch 4566 so as to shift the path of current to the hoisting motor 1 from the high speed connections to the low speed connections.

Further movement of the car brings it into engagement with the limit switch 49 pre,- viously described. Operation of the limit switch 49 causes an opening of the circuit passing thru the conductor 71 and the directional relay 3a, de-energizing the latter. Deenergization of the relay 3a thus produced causes the opening of the circuit to the motor 1 at the switch points 3. At the same time the de-energization oi the brake solenoid 427) in the same circuit permits application of the brake to the hoisting motor, thereby bringing the car to a sudden stop. It i well to note in this connection that the de-energization of the relay 42 permits the contacts 42c again to assume their normally closed position. The position which the commutator brushes have reached at the time of the complete stop of the motor by the means just described is the position indicated by the lo cation of the segments 7 9 and in other words, as the car comes to a stop, commutator brushes are spanning segments 7'9 and 80.

The opening of the contacts 42:] which occurred upon the breaking of the circuit thru the conductor 71 results in the de-energization of relay 3'? and the consequent resumption by the contacts 370; of their nor mally closed position, this action resulting from the fact that the relay 37 is in series with the contacts 4255, the circuit including these two elements oeing traceable as follows: From the line 62 through conductor 635, relay 37, contacts a, conductors 636, and 43, contacts 426.? and conductor 624 to the line 69. Inasmuch as the contacts 46a are closed at all times when the car is away from the sending station (as previously explained) a circuit is now made to the timing motor armature 35 passing thru the contacts 37a, 46a, armature 35 and back to the other side of the line. Energizaticn of the timing motor thus produced causes rotation of the sha it on which the switches 36 are mounted in staggered alignment. Rotation oi the shaft of motor 35 thus effected therefore causes the successive closing of switches 36a to 36d.

Closure of switch 36a causes the energization of relay 81, the circuit being traceable as follows: From line 62 through conductor 638, switch 36a, conductor 639, relay 81, conductor 646, contact 83a and conductor 641 to line 69. The energization of relay 81 which is thus brought about operates to close a holding circuit for itself traceable as follows: From line 62 through conductors 645 and 646, contacts 81a, relay 81, conductor 640, contact 83a and conductor 641 back to the line 69. Furthermore the energization of relay 81 brings about the closure of contacts 81?), thereby completing the circuit to chute solenoid 16, thus raising the shutter 11'? to the open position. The circuit passing from line 69 through conductors 647 and 648 to contacts 811), thence by way of conductor 649 to solenoid 16, thence to segment 79 and across to strip 7? and back to the line 62 by way of conductor 76. Next in succession is the operation of relay 82 (through the cl".- sure of switch 361)) which thus forms its own holding circuit, traceable as follows: l rci i line 62 through conductor 645, contacts Sit-ii, relay 82, conductor 640, contacts 83a and conductor 641, back to the line 69. Furthermore the energization 01"" relay 82 bridges the contact 821), thereby permitting the energi- Zation of solenoid 154 so as to permitthe tilting of shelf 164 in the manner previously described, such action resulting in the ejection of whatever articles are on the shelf,

the articles dropping to the landing adjacent the chute 116. This circuit to the solenoid 154 is traceable as follows: From line 69 through solenoid 154 and conductor 651 to contacts 826 and back to the line (32 by way of conductor 652. Next in order is the closure of switch 360 to energize relay 83, thereby opening the circuit previously traced to the relays 81 and 82 by way of the contacts 83a. Furthermore inasmuch as the circuits to the chute solenoid 16 and the car solenoid 154 also passed through the contacts 83a (as has been shown) the energization of the relay 83 and the consequent opening of the switch 83a results in the de-energization of these two solenoids. De-energization of chute solenoid 16 permits closing of shutter 117 and re-closin of interlock switch 60. De-energization or car solenoid 154 allows the cam 146 and roller 150 to retire and the rocker arm 140 to become locked by the de tent lever 141, the shelf (together with the arm 140) having previously returned to normal position upon dumping its contents. 1t

' also permits reclosing of safety switch 160.

N ext in order, the closure of switch 36d causes the energization of relay 84 and the energization of relay 85, thereby opening contacts 85a. Energization of relay 84 again closes the contacts 84a in the shunt circuit about the starting button 41 and contacts 46?) and thereby closes the circuit to the up directional relay 3a previously described in connection with the starting of the car 1.01 from the sending station by operation of the button 41; the circuit this time passing through segment 80 and contacts 28a rather than through segment and contacts 26a as previously traced, the traveling bridging member having arrived opposite the segment as above explained. Energization of the up directional relay 3a which is thus produced again causes a starting up of the mo tor 1 by reason of the same cycle of operation previously carried thru and the car proceeds on its way.

It will be noted that this energization of the motor 1 is produced through operation of the switch 36d which is in turn controlled by the rotation of the shaft of the timing motor 35, and entirely independently of the manual starting button 41. In other words, the energization of the motor 1 results automatically after a predetermined amount of rotation of the shaft connected to motor 35, which shaft commenced its rotation upon the stopping of the elevator at the first predetermined landing. It will be seen, therefore, that after the initial energization of the motor 1 by the manual operation of button 41 at the sending station, subsequent energizations of the motorafter each stopare produced automatically through the instrumentality of the timing motor 35. It is thus evident that the switch 36d and the circuit from said switch to the relay 84, together with the circuit con trolled by the contacts 84a of the relay 84, constitute automatic electrical means for energizing the hoisting motor 1 to draw the car away from a landing after the lapse of a predetermined time interval corresponding in length to the predetermined degree of rotation of the shaft connected to motor 35 (as is recited in certain of the appended claims).

Further rotation of the timing motor shaft carries contact 36d to the open position, and thereby causes de-energization of relay 84 and relay S5. De-energization of relay 85, thus produced closes contacts a, t iereby completing circuit to relay 3? thru the path embracing contacts 42d, the latter having closed upon completion of the circuit thru up direction relay 3a just described. Energization of relay 3? thus produced causes opening ofthe circuit to the timing motor 35 at the switch 370, and as a result the motor comes to rest. In the meantime the car proceeds until reaching the next unloading chute in succession, whereupon the same series of operations are automatically carried through, after which the car resumes its travel. The cycle is repeated for each unloading station until the car reaches its upper limit of travel, whereupon on again starting the motor 1 the direction of travel is reversed by reason of the fact that the circuit thru the segment 86 passes thru the down directional relay 20 rather than thru the up directional relay. The operation is similar on the downward trip, the segments on the commutator being arranged so that the car stops successively in proper alignment with the successive loading chutes and the car is thereby automatically loaded, shelf by shelf, as it proceeds on its downward trip. One feature of difference, however, in the operaiton in the downward direction is as follows:

Although the solenoid controlling the movement of the car cam is operated for each landing just as in the upward trip, the resulting outward movement of the car cam does not cause a tilting of the shelves to the forward position for the reason that on the downward trip the car stops at points be yond the locations of the depending arms, as 143, and therefore no kicking out of the shelf detent levers occurs. After making its stops at each of the loading chutes the car proceeds to the sending station, the circuit to the au dible signal 38d being completed just prior to the car reaching its destination and the car slowing down and then stopping upon arrival at the sending station thru the operation of the slow down relay 44 and the basement limit switch 41' in a manner similar to that described previously in connection with the slowing down and stopping upon arrival at the intermediate landings.

In the preferred form an additional feator 35 by closure of isle-66 ture to the operation on the final portion of the return trip is as follows:

Preferably adjacent the mechanical means provided for the operation of the basement limit switch there is also provided a latch or detent 143 which is made to engage with the shaft door at the terminal station so as to lock the latter against opening movement while the car is away from the terminal station landing, such mechanical means being so arranged that the detent or latch 148 is withdrawn from locking position by the physical presence of the car as it returns to the terminal station. This may be effected by the use of any means known to the art, for example, the stop 1&2 and lever 11% (see Figure 7) engageable by a suitable member on the car, as explained and illustrated in the patent to Norton, Dickinson 6; Scott No. 1,5T4,681, granted February 3rd, 1926.

In this connection it might be 0 served that the shaft door at the controlling station preferably differs in construction from the shutters of the landing chutes in that it is desirable to provide a door of sutlicient size to embrace all of the compartments of the car so that upon opening of th s controlli station door all of the compo cuts of the car are made accessible, thereby facilitating removal of the contents of the car.

By reason of the fact that the return the car de-energizes the relay it? in the manner previously explained, the circuit to the timing motor 35 is opened at the contacts 460, on this occasion and consequently there is no operation of the timer as a result of the cars return to the terminal station, unless the elevator is on continuous schedule serv ice; in which event the contacts 4664 are shunted out of the circuit to the timing moa switch 464: in a by-pass circuit provided for this purpose, and on the drawing at 465. It may also be noted that the circuit to the audible signal 38d is broken at the switch 38s by reason of the deenergization of the relay 38, which in turn is brought about by the opening of the circuit thereto at the point 60, such opening talcing place by reason of the opening of the shaft door at the controlling station. That is to say, the act of the attendant in opening the shaft door produces an opening of the switch represented at 60, with the consequent opening of the audible signal circuit.

Also by reason of the de-energizatlon of relay 46 a circuit is closed to the visual signal 90 passing thru the cont-acts ecu so as to indicate the presence of the car.

By way of further explanation of the preferred method of operating the shelves of the elevators it may be well to emphasize the to t that upon release of the detent levers, as ill, which positively hold the shelves in the backwardly tilted positions, the disposition. of the contents of the shelves causes the sielf shown to tilt forwardly, thereby dumping the contents. Now, imi'nediately following the dumping of the contents of the shelf, the shelf automatically returns to its backwardly tilted position, such return resulting by reason of the disposition of the center of gravity of the shelf or by suitable spring tension or by combination of both of these factors. In practice it has been found convenient to so weight the rear ends of the shelves that the gravity tends b0 return them to the backwardly tilted positions as soon as the contents are dumped.

The cycle of operation may now be sum marized as follows: When the dispatcher pushes button 41 the motor 1 is energized, first, through its low speed connections and then through its high speed connections to draw the car away from the sending station and toward the first landing which has been pre-selected as a stopping station for the car. As the car reaches the slow-down Zone of said landing the proper traveling brush of the commutator effects a reduction in the speed of the hoisting motor 1. Further movement of the car brings it into engagement with the limit switch (49), thereby deenergizing the motor and stopping the car. The circuits involved in the de-energization of the motor further operate to simultaneously energize the timing motor 35, thus producing rotation of the shaft on which the switches 36 are mounted in staggered alignment. sive closing of switches 36a to 36d inclusive, each of which switches is opened promptly after it is closed. Closure of switch 36a brings about an energization of solenoid 16, thereby raising the shutter 117 to permit the ejection from the car to the landing of whatever article is on the shelf 104, as soon as said snelf is tilted forward. This happens next in succession as a result of the closure of switch 36?). Next in order is the closure of switch 360 which produces a de-energization of solenoid 16 thereby permitting a lowering of shutter 117 and at the same time the de-energization of car solenoid 15% (also as a result of the closure of switch 360) locks the shelf 104- in the backwardly tilted position to which position it h ad returned by force of gravity upon dumping its contents. Next in order the closure of 36d brings about-nutomatically-the energization of motor 1 in v the proper direction to cause a movement of the car toward the next landing. Further rotation of the timing motor shaft opens switch 36d, which in turn brings about a deenergization of the timing motor, permitting it to come to rest. Meanwhile the car proceeds to the next pie-selected landing, where the same series of operations are automatically carried through. After the car has stopped at the last pro-selected landing the same mechanisms operate to return the car Rotation of the shaft causes succesto the sending station, its return being signaled through the device 38d. Upon arriving back at the terminal station the car remains at rest until again started on its course by manual operation of the switch 41, the presence of the car at the sending station being meanwhile indicated by the device 90.

Although the foregoing summary includes certain of the automatic article handling features, it is to be understood that the electrical and electro-mechanical means for controlling the starting, running, stopping and restarting of the elevator hoisting means are capable of use with modified forms of article handling devices or Without any automatic article handling devices Whatever. In this connection it is to be noted that the claims herein are drawn to the elevator control phase of the invention, the claims to the article handling device per se having been transferred to our co-pending application above identified.

The above specification and the annexed drawings are to be considered only as illustrative of What We deem the preferred embodiment at this time. The invention is not limited to this specific form or to any particular combination or application of the parts, but embraces all modified forms and constructions Within the scope of the appended claims.

Vie claim:

1. In a control system for elevators, an elevator car and a hoisting mechanism therefor, means located at a controlling station for controlling said hoisting mechanism, said means operating to start the car and to arrest it antomatically at a predetermined landing and automatic means for operating the hoisting mechanism controlling means to cause the car to depart from said landing at a predetermined time after its arrival at said landing and continue on its course until it reaches another pre-selected landing, said controlling means operating to again arrest the car at said second landing.

2. In a control system for elevators, an elevator car and a hoisting mechanism therefor, means located at controlling station for controlling said hoisting mechanism, said means operating to start the car and to arrest it automatically at a predetermined landing and automatic means for operating the hoisting mechanism controlling means to cause the car to depart from said landing at a predetermined time after its arrival at said landing and continue on its course until it reaches another pro-selected landing, said controlling means operating to again arrest the car at said second landing, said automatic means and said controlling means cooperating to repeat the cycle of operation for each pre-selected landing.

3. In a control system for elevators, an elevator car and a hoisting mechanism therefor,

means located at a controlling station for controlling said hoisting mechanism, said means operating to start the car and to arrest it automatically at a predetermined landing and automatic means for operating the hoisting mechanism controlling means to cause the car to depart from said landing at a predetermined time after its arrival at said landing and continue on its course until it reaches another pro-selected landing, said controlling means operating to again arrest the car at said second landing, said automatic means and said controlling means cooperating to repeat the cycle olf operation for each pre-selected landing and then return the car to the controlling station.

l In a control system for elevators, a hoisting mechanism, means located at a controlling station tor controlling said hoisting mecha ism, said means operating to hoist the car and to arrest it automatically at a predetermined landing, and automatic means for operating the hoisting mechanism con.- trolling means to cause the car to return to the controlling station after the lapse oi a predetermined time interval.

5. In a control system for elevators, an elevator car and a hoisting mechanism therefor, means located at a controlling station for controlling said. hoisting mechanism, said means operating to start the car and to arrest it automatically at a predetermined landing, and automatic means for operating the lioisting mechanism controlling means to cause the car to depart from said landing and continue on its course until it reaches another preselected landing, said controlling means op erating to again arrest the car at said second landing, said automatic means and said controlling means cooperating to repeat the cycle of operation for each pie-selected landing and then return the car to the controlling station after the lapse of a predetermined time interval.

6. In a control system for elevators, an elevator car and a hoisting mechanism therefor, means located at a controlling station for controlling said hoisting meehanism, said means operating to start the car and to arrest it automatically at a prer letermined landing and automatic means for operating the hoisting mechanism controlling means to cause the car to depart from sa i d landing and continue on its course until it reaches another preselected landing, said controlling means operating to again arrest the car at said second landing, said automatic means and said controlling means cooperating to repeat the cycle of operation for each pre-selected landing and then return the car to the controlling station, and a signal device at the controlling station operable as the car nears said station on its return trip.

7. In a control system for elevators, an elevator car and hoisting means therefor, automatic means for stopping said car at a predetermined landing, automatic electrical means for energizing said hoisting means to draw said car away from said landing after the lapse of a predetermined time interval, and means for delaying the operation of said electrical means until the lapse of such a time interval comprising a motor, and automatic means for starting said motor upon arrival of said car at said landing.

8. Apparatus as in claim 7 wherein means are provided for stopping said motor after such interval has elapsed, said means comprising a part operable by said motor.

9. Apparatus as in claim 7, wherein the means for starting the interval-determining motor comprises an electro-magnetic device and means for causing said electro-magnctic device to operate, said last-named means including selector mechanism traveling in synchronism with the elevator.

10. In a control system for elevators, an elevator car and hoisting means therefor, means for stopping said car at a predetermined station comprising in part a selector mechanism traveling in synchronism with the car, means for energizin said hoisting means to draw said car away from said station after the lapse of a predetermined time interval, and means for determining the length of such time interval, said last named means being operable by said selector mechanism.

11. Apparatus as in claim 10, wherein the interval-determining means comprises an electromagnetic device, a circuit to said electro-magnetic device which is open while the car is running from station to station, and means for closing said circuit when the car arrives at said predetermined station.

12. Apparatus as in claim 10, wherein the interval-determining means comprises an electro-magnetic device, a circuit to said electro-magnetic device which is open while the car is running from station to station, and means for closing said circuit comprising a portion of said selector mechanism.

18. In a control system for elevators, an elevator car and hoisting mechanism there for, means including a selector mechanism traveling in synchronism with the car for controlling said hoisting mechanism to cause it to move the car from a terminal station and then stop it at a pre-selected station, and means operating automatically to cause said hoisting mechanism to return the car to the terminal station after the lapse of a predetermined time interval and comprising an interval' controlling motor and a circuit for energizing the same, said circuit passing through said selector mechanism, and means for closing said circuit by the movement of said selector mechanism.

14. In a control system for elevators, an elevator car and a hoisting mechanism there for, means for controlling said hoisting mechanism, said means operating to start the car and to arrest it automatically at a predetermined landing, and automatic means for operating the hoisting mechanism controlling means to cause the car to leave said landing, said automatic means comprising a circuit to said controlling means, a switch in said circuit, and a time control motor for operating said switch upon the lapse of a pre-detcrmined time interval.

15. In a control system for elevators, an elevatorcar and a hoisting mechanism therefor, means for controlling said hoisting mechanism to cause it to move the car from a terminal station and then stop it at a preselected station, and means operating automatically to cause said hoisting mechanism to return the car to the terminal station, said automatically operating means comprising a circuit to said controlling means, a switch in said circuit, and means for operating said switch upon the lapse of a pre-determined time interval.

16. In a control system for elevators, an elevator car and a hoisting mechanism therefor, means for controlling said hoisting mechanism to cause it to move the car from a terminal station and then stop it at a pre-selected station, and means operating automatically to cause said hoisting mechanism to return the car to the terminal station, said automatically operating means comprising a circuit to said controlling means, a switch in said circuit, and means for operating said switch a pre-determined length of time after the cars arrival at said pro-selected station.

Signed at Hoboken, New Jersey, this 14th day of April, 1927.

CYRUS W. BASSETT. HAROLD J. FEAR. 

